Rear-compression gas-engine.



Patented'sept. la, i900.

A TTOHN E Y .wAsnmmrm n c G. E. HYT.

(Application filed Mar. 9, 1900.)

ma ohms varias w, mum-mo REAR CUMPRESSIUN GAS ENGINE.

No Model.)

w/TNESSES f O A N NITED STATES PATENT OFFICE.

GEORGE E. HOYT, OF SAN FRANCISCO, CALIFORNIA.

REAR-COMPRESSION GAS-ENGINE.

SPECIFICATION forming` part 0f Letters Patent N O. 657,934, dated September' 18, 1900.

' Application filed March 9, 1900. Serial No. 8.033. dio model.)

To all whom t may con/cern.-

Beit known that I, GEORGE E. H OYT, a citizen of the United States, residing at San Francisco, county of San Francisco, and State of California, have invented certain new and useful Improvements in Gas-Engines; vand I hereby declare the following to be afull, clear, and exact description of the same, reference being had to the ac companying drawings, forming a part of this specification.

My invention relates to certain improvements in gas motive engines of the type known as two cycle, in which the piston receives an impulse at each alternate stroke thereof, and to a peculiar construction of such engines that permits successfully operating in this manner.

My improvement consists in a working piston of trunk form, its exterior performing the usual functions of compressing the charges and receiving the pressure of the exploded gas and its interior performing the office of partially compressing the charges-in other words, consists in a moving main trunk-piston and a second stationary piston therein, so y the main piston acts each way or on all strokes,

thus dispensing with a second cylinder and piston to compress the charges, also dispensing with a piston-rod, guides, packing-glands, and various details heretofore employed in engines of this type.

My invention also consists in the construction and arrangement of parts hereinafter more particularly described, and illustrated in the drawings that form a part of this specifcation, iu which- Figure I is a plan view showing a gas-engine constructed according to my invention.

'tain complete simplicity of construction and omission of many of the customary details.

To these ends I construct gas-engines as shown in the drawings now to be referred to, 1 being the main frame of the engine,cast integrally with the cylinder 2. The operatingpiston 3 is connected to the crank-shaft 4 by a forked connecting-rod 5 in the usual manner, the inner or piston bearings 6 of the connecting-rod 5 being at the ends of the long cross-pin 7, as seen in Figs. I and II.

8 is a stationary trunk or piston fastened at its outer end to the main frame at 9, as shown in Fig. II, and is slotted at 20 to provide a free path for the cross-pin 7. This trunk 3 fits within the operating-piston 3, completely filling the same atv12 and whole length on the top and bottom at 10 and 11. This, as

;will be seen, converts the two pistons 3 and 8 into a pump, the chamber 18 representing apump-barrelordisplacernent-chamber. The

vs ides of the stationary trunk 8 are cut away,

because not required for wear and to admit -the bosses 14, that receive the cross-pin 7.

15 is the induction-pipe for air and gas,.

and 16 a waste-pipe for the burned gases.

The usual spaces for cooling water (marked a) are provided around the combustion-chambers 17 and main cylinder 2.

The operation of the engine is as follows: On the inward or forward stroke of the operating-piston 3 the chamber 18 therein fills with gas and air drawn in through the pipe l5, the passage 19, and valve 21, the piston 3 `at the same time compressing a charge that vhad been previously supplied in the combustion-chamber 17. When the piston 3 has reached the end of its inward stroke and the charge is fully-compressed, it is exploded by any of the usual igniting devices attached at 22 or some other point within the combustion-chambers 17. When the operating-piston 3 receives the force of the exploded charge, it is driven outward until it passes and opens the exhaust-port 23 and the burn ed charge escapes down to atmospheric pressure. In the meantime a charge of gas and airin the chamber 13 is expelled, passes through the valve- 24, the passage 25, the pipe 26, and the checkvalve 27, entering the combustion-chambers 17 tangentially and with some force, sweeping out the remainder of the burned gases. This entrance of the air and gas tangentiallyinto the combustion-chamber 17 tends to com- TOO pletely scavenger or clear out the burned gases therein, first passing around the walls and driving the burned gases to the converging outlet 28, from where they expand and sweep out the whole interior of the main cylinder 2, the respective volume or capacityof the chambers 17 and 18 being so arranged as to cause the proper displacement of the burned gases. is promoted by the throat at 28 and conical end 2f) of the forward end of lthe piston 3 and is so timed or adjusted that the exhaust-port 23 will be closed just when the fresh charge reaches that point and no fresh fuel escapes. This constitutes the working cycle completed at each revolution of the crank-shaft 4, as will be understood.

Having thus explained the nature and objects of my invention and the manner of its application, what I claim as new, and desire to secure by Letters Patent, is-

1. In agas-engine, a main cylinder, a trunkpiston movable within said main cylinder, forming a combustion-chamber at the outer end of the latter, afixed trunk-piston extending within said movable trunk-piston, forming a compression-chamber between it and the latter, a gas inlet and outlet in said fixed trunk-piston, and valves in said fixed trunkpiston, leading to and from said compressionchamber, substantially as specified.

2. In agas-engine, a main cylinder, a trunkpiston movable therein, forming a combustion-chamber between the two, a fixed trunkpiston extending within said movable piston, forming a compression-chamber between the two latter, a horizontal partition in said fixed trunk-piston, dividing it internally into two chambers or passages, an inlet-pipe for gas to one chamber, an outlet-pipe for gas from the other chamber to the combustion-chamber, and valves between the said chambers or passages respectively and the compressionchamber, substantially as specified.

3. In a gas-engine, a main cylinder, a trunkpiston movable therein, forming a combustion-chamber between the two, an extension 17 to said combustion-chamber in which ignition takes place, a fixed trunk-piston extending within the movable piston forminga compression-chamber between the two latter, said fixed piston being divided into two chambers or passages, a gas-inlet to one passage 19, a

This scaven gerin g operation v gas-outlet from the other passage 25, to the combustion-chamber, a valve opening from passage 19 to the compression-chamber, and a valve opening into passage 25 from the oompression-chamber, substantially as specified.

4. In agas-engine, a main cylinder, a trunkpiston movable therein, a fixed trunk-piston extending within and guiding the movable trunk-piston, a horizontal partition in said fixed trunk-piston, dividing it internally into two passages, a slotted way in said partition for the cross-pin to traverse in, a cross-pin in said slot fixed in the walls of the movable trunk-piston, a forked connection between said cross-pin and the main crank-shaft, and a main crank-shaft from which the movable trunk-piston derives its motion, substantially as specified.

5. In a gas-engine, a main cylinder, conically formed at its outer extremity, an extension 17 to said main cylinder, opening into the eonically-formed end thereof by a contracted passage 28, a trunk-piston movable within said main cylinder, conically formed at its extremity to fit the form of the main cylinder, a fixed trunk-piston extending within and supporting the movable piston, divided into two passages, a gas-inlet to one passage, a gas-outlet from the other passage connected by pipe connection with the said extension 17, and valves between the said passages respectively and the space between the fixed piston and the movable piston, substantially as specified.

6. In a gas-engine, a main cylinder, a trunkpiston movable therein, a fixed trunk-piston extending within said movable piston, supporting and guiding the latter at top and bottom, said fixed piston being iattened at the sides to form clearance-spaces for the strengthening-bosses of the movable piston, bosses 14 formed on the interior of said movable piston, and a cross-pin 7, fixed in said bosses, to form a means of attachment for the mechanism which moves the movable piston, substantially as specified.

In testimony whereof I have signed my name to this specification in the presence ottwo subscribing witnesses.

GEORGE E. HOY'I.

Witnesses:

ALFRED A. ENQUIsT, H. H. BATES. 

